At 5:09 p.m. on August 24, 1928, the last two cars of a ten-car downtown express train, consisting of all-steel cars, were derailed when a faulty switch moved, and the ninth car hit a wall and pillars on either side of the track[1][2][3][4] and split in half; the rear was telescoped by the last car while the front remained attached to the train and was dragged for 100 or 200 feet (30 or 61 m), when the first and eighth cars turned over. Short-circuiting started a fire.[3][5][6] A witness in one of the damaged cars spoke of hearing "a terrific grinding noise" then seeing "the car behind ours rip right through a steel pillar".[7] Morris De Haven Tracy of the United Press wrote an account of the crash that had left the city "still dazed":

[The eighth car] "split the switch," and before the passengers jammed within it could raise their cries of terror it was skidding half sideways down the track.

A hundred feet farther on it crashed into one of the great steel pillars which keep the street above from tumbling in upon the tunnels.

It sheered off the pillar, tore loose from the forward seven cars, split itself in two and part of it hurtled forward, tossing passengers against stanchions onto the track, under the wheels of the cars, against the sides of the tunnel, and piling them up in masses on what was left of the car floor.[8]

Sixteen people were killed instantly[9] and 100[2] or more[10] injured. Additional victims died the following day[10] and on the 26th,[11] as did Jennie Lockridge, an actress who had had a heart attack after seeing victims' bodies.[12][13] One victim was misidentified; the man returned home two hours before his funeral was scheduled to start.[14] It was the worst accident on the New York City Subway since the Malbone Street Wreck in 1918.[3][6]

Track maintenance workers had discovered the faulty switch where a storage track branched off 85 feet (26 m) south of the platform, but decided not to spike (immobilize) it.[1] The train had been held in the station while repairs were made, and was packed with approximately 1,800 passengers; an empty train was first sent over the switch without incident.[3]

Some newspapers ran a photograph taken soon after the accident, which showed a view into the street where emergency vehicles and police were gathering; it had been transmitted over the telephone to the NEA Service in San Francisco.[15] Approximately 50 doctors used the station platform to render first aid, and the wreckage was then cleared using acetylene torches and hand carts while three blocks of Seventh Avenue were blocked off to enable removal of the debris.[16] Full service on the subway was restored about 12 hours after the accident,[11] but a section of 40th Street west of Broadway remained closed because the crash had damaged its underpinnings.[17]

The accident was blamed on human error, but the precise cause was never established. However, it was known that the switch should have been spiked closed,[14] the maintenance foreman on the scene, William Baldwin, said at the time that someone in the signaling tower located in the tunnel south of 40th Street must have pushed the button to open the switch, but the towerman, Harry King, maintained that no one had, leading to the suspicion that Baldwin had activated it from trackside with his assistant holding down the automatic brake tripper. The New York Transit Commission later took this view.[18][19] Baldwin was initially charged with negligent homicide in the then 15 deaths and released on $10,000 bail.[10][11][20] However, it was later found that King was actually a clerk, not a trained towerman;[21] in early October, he admitted that he had been using a false identity and was really Harry Stockdale, a man from Baltimore who had been convicted in a stabbing there. The charges against Baldwin were dismissed and King was imprisoned instead.[22]

Mayor Jimmy Walker used the accident together with a fare hike in denouncing the transit companies.[23]

1.
Rush hour
–
A rush hour is a part of the day during which traffic congestion on roads and crowding on public transport is at its highest. Normally, this happens twice every weekday—once in the morning and once in the afternoon-evening, the term is often used for a period of peak congestion that may last for more than one hour. By analogy to vehicular traffic, the term Internet rush hour has been used to describe periods of peak data network usage, resulting in delays and slower delivery of data packets. The name is sometimes a misnomer, as the period often lasts more than one hour. Rush hour may be 6–10 am and 4–8 pm, Peak traffic periods may vary from city to city, from region to region, and seasonally. The frequency of public service is usually higher in the rush hour. The resulting crowding may force many passengers to stand, and others may be unable to board, if there is inadequate capacity, this can make public transport less attractive, leading to higher car use and partly shifting the congestion to roads. Transport demand management, such as road pricing or a charge, is designed to induce people to alter their travel timing to minimize congestion. Similarly, public transport fares may be higher during peak periods, season tickets or multi-ride tickets, sold at a discount, are commonly used in rush hours by commuters, and may or may not reflect rush hour fare differentials. Staggered hours have been promoted as a means of spreading demand across a time span, for example in Rush Hour. In Australia, Sydney, Brisbane and Melbourne and in New Zealand, Auckland and Christchurch are usually the most congested cities in the morning 6–9am, in Melbourne the Monash Freeway, which connects Melbournes suburban sprawl, to the city is usually heavily congested each morning and evening. In Perth, Mitchell Freeway, Kwinana Freeway and various arterial roads are usually congested between peak hours, making movement between suburbs and the city quite slow, efforts to minimise traffic congestion during peak hour vary on a state by state and city by city basis. In Melbourne, congestion is managed by means including, Inbound transit lanes on busy freeways which are limited to motorcycles, free travel on metropolitan trains before 7am. Passengers must exit the system at their station before 7am. Dedicated bus lanes on major city roads such as Hoddle Street. Introduction of dedicated lanes in the inner city area to encourage cyclists. Prohibition of parking along busy roads during peak periods to create an extra lane for traffic. In São Paulo, Brazil, each vehicle is assigned a day of the week in which it cannot travel the roads during rush hour

2.
New York City Subway
–
Opened in 1904, the New York City Subway is one of the worlds oldest public transit systems, one of the worlds most used metro systems, and the metro system with the most stations. It offers service 24 hours per day, every day of the year, the New York City Subway is the largest rapid transit system in the world by number of stations, with 472 stations in operation. Stations are located throughout the boroughs of Manhattan, Brooklyn, Queens, the Port Authority Trans-Hudson and the AirTrain JFK, in Manhattan and Queens respectively, accept the subways MetroCard but are not operated by the MTA and do not allow free transfers. Another mass transit service that is not operated by the MTA, the system is also one of the worlds longest. Overall, the system contains 236 miles of routes, translating into 665 miles of track. In 2015, the subway delivered over 1.76 billion rides, averaging approximately 5.7 million daily rides on weekdays and a combined 5.9 million rides each weekend. Of the systems 25 services,22 of them pass through Manhattan, the exceptions being the G train, the Franklin Avenue Shuttle, and the Rockaway Park Shuttle. Large portions of the subway outside Manhattan are elevated, on embankments, or in open cuts, in total, 40% of track is not underground despite the subway moniker. Many lines and stations have both express and local services and these lines have three or four tracks. Normally, the two are used for local trains, while the inner one or two are used for express trains. Stations served by express trains are typically major transfer points or destinations, alfred Ely Beach built the first demonstration for an underground transit system in New York City in 1869 and opened it in February 1870. The tunnel was never extended for political and financial reasons, although extensions had been planned to take the tunnel southward to The Battery, the Great Blizzard of 1888 helped demonstrate the benefits of an underground transportation system. A plan for the construction of the subway was approved in 1894, the first underground line of the subway opened on October 27,1904, almost 36 years after the opening of the first elevated line in New York City, which became the IRT Ninth Avenue Line. The fare was $0.05 and on the first day the trains carried over 150,000 passengers, the oldest structure still in use opened in 1885 as part of the BMT Lexington Avenue Line in Brooklyn and is now part of the BMT Jamaica Line. The oldest right-of-way, which is part of the BMT West End Line near Coney Island Creek, was in use in 1864 as a railroad called the Brooklyn, Bath. By the time the first subway opened, the lines had been consolidated into two privately owned systems, the Brooklyn Rapid Transit Company and the Interborough Rapid Transit Company, the city built most of the lines and leased them to the companies. This required it to be run at cost, necessitating fares up to double the five-cent fare popular at the time, in 1940, the city bought the two private systems. Some elevated lines ceased service immediately while others closed soon after, integration was slow, but several connections were built between the IND and BMT, these now operate as one division called the B Division

3.
Malbone Street Wreck
–
At least 93 people died, making it one of the deadliest train crashes in the history of the United States, as well as the deadliest in the history of the New York City Subway. The wreck occurred the evening of November 1,1918 at 6,42 PM, the trailing truck of the first car derailed, and the two following cars completely left the tracks, tearing off their left-hand sides and most of their roofs. The first and fourth cars sustained minor damage, while the second and third cars were severely damaged. The fifth suffered no damage at all, the motorman was not injured and left the scene of the accident. This created a shortage of motormen to operate the system, the motorman was Edward Luciano, a crew dispatcher with limited experience operating elevated trains, who was pressed into service during the strike emergency. He had never operated a train in passenger service before. He was not familiar with the Brighton Beach Line, and his experience moving trains was parking non-revenue trains in a train yard a year earlier. He had been taken over the earlier by a motorman-instructor as part of his two hours of training prior to the disaster. Normally a motorman in that era received sixty hours of training before being allowed to control a revenue-generating train, the single-track tunnel in which the wreck occurred had been opened only weeks prior to the accident. It consisted of a reverse curve designed to take Coney Island-bound trains of the Brighton Beach Line around a new mainline. Previously, these trains entered Prospect Park through an older tunnel, trains going northbound came straight out of Prospect Park and used the original track that led onto the BMT Franklin Avenue Line via a straight tunnel. The train consisted of three cars and two trailer cars. The motor cars were about twice as heavy as the cars. Standard procedure was to never couple two trailer cars together, but to always have a trailer between two motor cars. The heavier motor cars provided stability for the lighter trailers, witnesses interviewed by The New York Times also stated that the train had not slowed approaching or in the S-curve until the cars left the tracks. In the minutes leading up to the wreck, the motorman had difficulty timing the trains progress, Luciano had to reverse his train in order to take the proper route, but this was done by the book without further incident. New York City Mayor John F. Hylan and his administration placed blame on the BRT, with a change of venue the trial was held in Nassau County. The prosecutorial focus required the BRT to present a coherent defense on behalf of both its officials and Luciano, because of this, neither the proximate cause of the wreck nor the excessive speed of the train has ever been adequately explained

4.
Railroad switch
–
A railroad switch, turnout or points is a mechanical installation enabling railway trains to be guided from one track to another, such as at a railway junction or where a spur or siding branches off. The switch consists of the pair of linked tapering rails, known as points and these points can be moved laterally into one of two positions to direct a train coming from the point blades toward the straight path or the diverging path. A train moving from the end toward the point blades is said to be executing a facing-point movement. Passage through a switch in this direction is known as a trailing-point movement, a switch generally has a straight through track and a diverging route. The handedness of the installation is described by the side that the track leaves. Right-hand switches have a path to the right of the straight track, when coming from the point blades. In many cases, such as yards, many switches can be found in a short section of track. Sometimes a switch merely divides one track into two, at others, it serves as a connection between two or more tracks, allowing a train to switch between them. A straight track is not always present, for example, both tracks may curve, one to the left and one to the right, or both tracks may curve, with differing radii, while still in the same direction. A railroad cars wheels are guided along the tracks by coning of the wheels, only in extreme cases does it rely on the flanges located on the insides of the wheels. When the wheels reach the switch, the wheels are guided along the route determined by which of the two points is connected to the track facing the switch. In the illustration, if the point is connected, the left wheel will be guided along the rail of that point. If the right point is connected, the right wheels flange will be guided along the rail of that point, and the train will continue along the straight track. Only one of the points may be connected to the track at any time. A mechanism is provided to move the points from one position to the other, historically, this would require a lever to be moved by a human operator, and some switches are still controlled this way. However, most are now operated by a remotely controlled electric motor or by pneumatic or hydraulic actuation and this both allows for remote control and for stiffer, strong switches that would be too difficult to move by hand, yet allow for higher speeds. In a trailing-point movement, the flanges on the wheels will force the points to the proper position and this is sometimes known as running through the switch. Some switches are designed to be forced to the position without damage

5.
United Press International
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At its peak, it had more than 6,000 media subscribers. It was headed by Hugh Baillie from 1935 to 1955, at the time of his retirement, UP had 2,900 clients in the United States, and 1,500 abroad. In 1958 it became United Press International after absorbing the International News Service, at its peak, UPI had more than 2,000 full-time employees, and 200 news bureaus in 92 countries, it had more than 6,000 media subscribers. With the rising popularity of news, the business of UPI began to decline as the circulation of afternoon newspapers, its chief client category. Its decline accelerated after the 1982 sale of UPI by the Scripps company, the E. W. Scripps Company controlled United Press until its absorption of William Randolph Hearsts smaller competing agency, INS, in 1958 to form UPI. With the Hearst Corporation as a minority partner, UPI continued under Scripps management until 1982, since its sale in 1982, UPI has changed ownership several times and was twice in Chapter 11 bankruptcy reorganization. With each change in ownership came deeper service and staff cutbacks and changes of focus, since the 1999 sale of its broadcast client list to its one-time major rival, the AP, UPI has concentrated on smaller information market niches. It no longer services media organizations in a major way, in 2000, UPI was purchased by News World Communications, an international news media company founded in 1976 by Unification Church leader Sun Myung Moon. It now maintains a website and photo service and electronically publishes several information product packages. It also sells a premium service, which has deeper coverage and analysis of emerging threats, the security industry, UPIs content is presented in text, video and photo formats, in the English, Spanish and Arabic languages. UPIs main office is in the Miami metropolitan area and it maintains office locations in five countries and uses freelance journalists in other major cities. Beginning with the Cleveland Press, publisher E. W. Scripps created the first chain of newspapers in the United States, Scripps also hoped to make a profit from selling that news to papers owned by others. At that time and until World War II, most newspapers relied on news agencies for stories outside their geographic areas. Despite strong newspaper industry opposition, UP started to sell news to the new and competitive radio medium in 1935, years before competitor AP, controlled by the newspaper industry, Scripps United Press was considered a scrappy alternative news source to the AP. UP reporters were called Unipressers and were noted for their aggressive and competitive streak. UP became a training ground for generations of journalists. Walter Cronkite, who started with United Press in Kansas City, gained fame for his coverage of World War II in Europe and that was part of the spirit. But we knew we could do a good job despite that

6.
Seventh Avenue (Manhattan)
–
Seventh Avenue – known as Adam Clayton Powell Jr. Boulevard north of Central Park – is a thoroughfare on the West Side of the borough of Manhattan in New York City. It is southbound below Central Park and a street north of the park. Seventh Avenue originates in the West Village at Clarkson Street, where Varick Street becomes Seventh Avenue South and it is interrupted by Central Park from 59th to 110th Street. Artisans Gate is the 59th Street exit from Central Park to Seventh Avenue, north of Warriors Gate at the north end of the Park, the avenue carries traffic in both directions through Harlem, where it is called Adam Clayton Powell Jr. Boulevard. Addresses continue as if the street was continuous through Central Park, the road has two northern termini, an upper level terminates at the western end of the Macombs Dam Bridge, traveling over the Harlem River, where Jerome Avenue commences in the Bronx. A lower level continues a bit north and curves into the lower level of West 155th Street. Seventh Avenue was originally out in the Commissioners Plan of 1811. The southern terminus of Seventh Avenue was Eleventh Street in Greenwich Village through the part of the 20th Century. It was extended southward, as Seventh Avenue South, to link up with Varick Street in 1914, extension of the avenue allowed better vehicular connections between midtown Manhattan and the commercial district in what is now TriBeCa. It also permitted construction of the New York City Subway IRT Broadway – Seventh Avenue Line which opened in 1918, the extension had been urged by civic groups to meet the commercial needs of Greenwich Village. A significant number of old buildings were marked for demolition in the extension, most of Seventh Avenue has carried traffic one-way southbound since June 6,1954. The portion north of Times Square carried two-way traffic until March 10,1957, Seventh Avenue is served by the 123 trains for most of its length, with N Q R W service between 42nd Street and Central Park South. The Seventh Avenue station also serves the B D E trains, north of the park, Powell Boulevard is served by the 155th Street station on the B D trains. It is also served by local buses. South of 14th Street Seventh Avenue is a thoroughfare in the West Village. The now defunct Saint Vincents Catholic Medical Center was a downtown hospital on Seventh Avenue. The first, temporary signs designating the section of Seventh Avenue as Fashion Avenue were dual-posted in 1972, Seventh Avenue intersects with Broadway and with 42nd Street at Times Square, with multiple buildings at the intersections. Notable buildings on Adam Clayton Powell Jr. Boulevard, from Central Park north through Harlem, include, state Office Building Hotel Theresa Seventh Avenue is frequently mentioned in films, plays and books

7.
Jimmy Walker
–
James John Walker, often known as Jimmy Walker and colloquially as Beau James, was mayor of New York City from 1926 to 1932. A flamboyant politician, he was a liberal Democrat and part of the powerful Tammany Hall machine, during a corruption scandal he was forced to resign. Walker was the son of Irish-born William H. Walker was not the best of students, Walkers father wanted him to become a lawyer and politician. Walker at first decided that he would write songs and be involved in the music industry but he eventually entered politics in 1909. Walker was a member of the New York State Assembly in 1910,1911,1912,1913 and 1914, in the Senate he heavily opposed Prohibition. After his years in the Senate, Walker set his sights on the 1926 election for Mayor of New York, beginning with the 1925 Democratic primary for mayor, Walker knew that to ultimately win the mayoral election he had to defeat the mayor, John Francis Hylan. Walkers reputation as a flamboyant man-about-town made him a hero to many voters, he was often seen at legitimate theaters. Walker was a horse, his valet packed 43 suits for his trip to Europe in August 1927. On the other hand, his reputation for tolerating corruption made him suspect to middle-class, Governor Alfred E. Smith was his mentor. Smith knew the secret to how Walker won the election, Smith used his base in the strong political machine of Tammany Hall to secure this victory. Finally, Walker himself had to be willing to change some of his more unscrupulous ways or at least provide a cover for his indiscretions, as with many of the things in Walkers life, he chose the latter. Instead of ending his visits to the speakeasies and his friendships with chorus girls, Walker defeated Hylan in the Democratic primary, and, after defeating Republican mayoral candidate Frank D. Waterman in the general election, he became mayor of New York. In his initial years as mayor, Walker saw the city prosper and he even managed to maintain the five-cent subway fare despite a threatened strike by the workers. However, Walkers term was known for the proliferation of speakeasies during Prohibition. It is an aspect of his career as mayor and as a member of the State Senate that Walker was strongly opposed to Prohibition. As mayor, Walker led his administration in challenging the Eighteenth Amendment by replacing the police commissioner with a former state banking commissioner. The new police commissioner immediately dissolved the Special Service Squad and his affairs with chorus girls were widely known, and he left his wife, Janet, for showgirl Betty Compton. Walker was re-elected by a margin in 1929, defeating Republican Fiorello La Guardia

8.
OCLC
–
The Online Computer Library Center is a US-based nonprofit cooperative organization dedicated to the public purposes of furthering access to the worlds information and reducing information costs. It was founded in 1967 as the Ohio College Library Center, OCLC and its member libraries cooperatively produce and maintain WorldCat, the largest online public access catalog in the world. OCLC is funded mainly by the fees that libraries have to pay for its services, the group first met on July 5,1967 on the campus of the Ohio State University to sign the articles of incorporation for the nonprofit organization. The group hired Frederick G. Kilgour, a former Yale University medical school librarian, Kilgour wished to merge the latest information storage and retrieval system of the time, the computer, with the oldest, the library. The goal of network and database was to bring libraries together to cooperatively keep track of the worlds information in order to best serve researchers and scholars. The first library to do online cataloging through OCLC was the Alden Library at Ohio University on August 26,1971 and this was the first occurrence of online cataloging by any library worldwide. Membership in OCLC is based on use of services and contribution of data, between 1967 and 1977, OCLC membership was limited to institutions in Ohio, but in 1978, a new governance structure was established that allowed institutions from other states to join. In 2002, the structure was again modified to accommodate participation from outside the United States. As OCLC expanded services in the United States outside of Ohio, it relied on establishing strategic partnerships with networks, organizations that provided training, support, by 2008, there were 15 independent United States regional service providers. OCLC networks played a key role in OCLC governance, with networks electing delegates to serve on OCLC Members Council, in early 2009, OCLC negotiated new contracts with the former networks and opened a centralized support center. OCLC provides bibliographic, abstract and full-text information to anyone, OCLC and its member libraries cooperatively produce and maintain WorldCat—the OCLC Online Union Catalog, the largest online public access catalog in the world. WorldCat has holding records from public and private libraries worldwide. org, in October 2005, the OCLC technical staff began a wiki project, WikiD, allowing readers to add commentary and structured-field information associated with any WorldCat record. The Online Computer Library Center acquired the trademark and copyrights associated with the Dewey Decimal Classification System when it bought Forest Press in 1988, a browser for books with their Dewey Decimal Classifications was available until July 2013, it was replaced by the Classify Service. S. The reference management service QuestionPoint provides libraries with tools to communicate with users and this around-the-clock reference service is provided by a cooperative of participating global libraries. OCLC has produced cards for members since 1971 with its shared online catalog. OCLC commercially sells software, e. g. CONTENTdm for managing digital collections, OCLC has been conducting research for the library community for more than 30 years. In accordance with its mission, OCLC makes its research outcomes known through various publications and these publications, including journal articles, reports, newsletters, and presentations, are available through the organizations website. The most recent publications are displayed first, and all archived resources, membership Reports – A number of significant reports on topics ranging from virtual reference in libraries to perceptions about library funding

9.
New York (magazine)
–
New York is a bi-weekly magazine concerned with life, culture, politics, and style generally, and with a particular emphasis on New York City. Founded by Milton Glaser and Clay Felker in 1968 as a competitor to The New Yorker, it was brasher and less polite, and established itself as a cradle of New Journalism. Since its redesign and relaunch in 2004, the magazine has won more National Magazine Awards than any other publication and it was one of the first dual-audience lifestyle magazines, and its format and style have been emulated by some other American regional city publications. In 2009, its paid and verified circulation was 408,622 and its websites—NYmag. com, Vulture. com, The Cut, and Grub Street—receive visits from more than 14 million users per month. New York began life in 1963 as the Sunday-magazine supplement of the New York Herald Tribune newspaper, edited first by Sheldon Zalaznick and then by Clay Felker, the magazine showcased the work of several talented Tribune contributors, including Tom Wolfe, Barbara Goldsmith, and Jimmy Breslin. Soon after the Tribune went out of business in 1966–67, Felker and his partner, Milton Glaser, gerald Goldsmith, and reincarnated the magazine as a stand-alone glossy. Joining them was managing editor Jack Nessel, Felkers number-two at the Herald Tribune, New Yorks first issue was dated April 8,1968. Among the by-lines were many names from the magazines earlier incarnation, including Breslin, Wolfe, and George Goodman. Within a year, Felker had assembled a team of contributors who would come to define the magazines voice, Breslin became a regular, as did Gloria Steinem, who wrote the city-politics column, and Gail Sheehy. Harold Clurman was hired as the theater critic, Alan Rich covered the classical-music scene. Gael Greene, writing under the rubric The Insatiable Critic, reviewed restaurants, Woody Allen contributed a few stories for the magazine in its early years. The magazines regional focus and innovative illustrations inspired numerous imitators across the country, the office for the magazine was on the top floor of the old Tammany Hall clubhouse at 207 East 32nd Street, which Glaser owned. Wolfe, a contributor to the magazine, wrote a story in 1970 that captured the spirit of the magazine, Radical Chic. The article described a benefit party for the Black Panthers, held in Leonard Bernsteins apartment, in a collision of high culture, in 1972, New York also launched Ms. magazine, which began as a special issue. New West, a magazine on New Yorks model that covered California life, was also published for a few years in the 1970s. As the 1970s progressed, Felker continued to broaden the magazines editorial vision beyond Manhattan, covering Richard Nixon, twenty years later, Cohn admitted that hed done no more than drive by Odysseys door, and that hed made the rest up. It was a problem of what Wolfe, in 1972, had labeled The New Journalism. In 1976, the Australian media baron Rupert Murdoch bought the magazine in a hostile takeover, a succession of editors followed, including Joe Armstrong and John Berendt

10.
Associated Press
–
The Associated Press is an American multinational nonprofit news agency headquartered in New York City that operates as a cooperative, unincorporated association. The AP is owned by its contributing newspapers and radio and television stations in the United States, all of which stories to the AP. Most of the AP staff are members and are represented by the Newspaper Guild, which operates under the Communications Workers of America. As of 2007, news collected by the AP was published and republished by more than 1,700 newspapers, in addition to more than 5,000 television, the photograph library of the AP consists of over 10 million images. The AP operates 243 news bureaus in 120 countries and it also operates the AP Radio Network, which provides newscasts twice hourly for broadcast and satellite radio and television stations. Many newspapers and broadcasters outside the United States are AP subscribers, as part of their cooperative agreement with the AP, most member news organizations grant automatic permission for the AP to distribute their local news reports. The AP employs the inverted pyramid formula for writing that enables the news outlets to edit a story to fit its available publication area without losing the storys essentials. Cutbacks at rival United Press International in 1993 left the AP as the United States primary news service, although UPI still produces and distributes stories and photos daily. Other English-language news services, such as the BBC, Reuters, some historians believe that the Tribune joined at this time, documents show it was a member in 1849. The New York Times became a member shortly after its founding in September 1851, initially known as the New York Associated Press, the organization faced competition from the Western Associated Press, which criticized its monopolistic news gathering and price setting practices. The revelations led to the demise of the NYAP and in December 1892, when the AP was founded, news became a salable commodity. The invention of the press allowed the New York Tribune in the 1870s to print 18,000 papers per hour. During the Civil War and Spanish–American War, there was a new incentive to print vivid, Melville Stone, who had founded the Chicago Daily News in 1875, served as AP General Manager from 1893 to 1921. He embraced the standards of accuracy, impartiality, and integrity, the cooperative grew rapidly under the leadership of Kent Cooper, who built up bureau staff in South America, Europe and, the Middle East. He introduced the telegraph typewriter or teletypewriter into newsrooms in 1914, in 1935, AP launched the Wirephoto network, which allowed transmission of news photographs over leased private telephone lines on the day they were taken. This gave AP a major advantage over other media outlets. While the first network was only between New York, Chicago, and San Francisco, eventually AP had its network across the whole United States, in 1945, the Supreme Court of the United States held in Associated Press v. The decision facilitated the growth of its main rival United Press International, AP entered the broadcast field in 1941 when it began distributing news to radio stations, it created its own radio network in 1974

11.
The Mercury News
–
The Mercury News, often locally known as The Merc, is an American daily newspaper, published in San Jose, California. It is published by Bay Area News Group, a subsidiary of Digital First Media, formerly published as the San Jose Mercury News, Bay Area News Group announced in March 2016 that the newspaper would be re-branded as The Mercury News as part of a consolidation plan. The Mercury News launched on April 5,2016, the San Jose Mercury was founded in 1851 as the San Jose Weekly Visitor, while the San Jose News was founded in 1883. In 1942, the Mercury purchased the News and continued publishing both newspapers, with the Mercury as the paper and the News as the evening paper. In 1983, the newspapers were merged into the San Jose Mercury News, with morning, the afternoon edition was later abandoned. Because of its location in Silicon Valley, the Mercury News has covered many of the key events in the history of computing, Ridder bought the Mercury and News in 1952. Ridder merged with Knight to form Knight Ridder in 1974, on March 13,2006 The McClatchy Company announced their agreement to purchase Knight Ridder. McClatchy decided that it would be expedient to explore the immediate resale of the Mercury News, on April 26,2006 it was announced that Denver-based MediaNews Group would buy the Mercury News. The suit, which sought to undo the purchase of both the Mercury News and the Contra Costa Times, was scheduled to go to trial on April 30,2007. On April 25,2007, days before the trial was scheduled to begin, in September 2014 the Mercury News moved to downtown San Jose, leaving its purpose-built headquarters that opened in 1967. Cited as reasons for the move were that the presses were no longer on site. Tim Kawakami, a sportswriter, has been a staff employee for many years. Assistant managing editor David Yarnold was also a Pulitzer Prize finalist in 2004 for a corruption investigation. The Mercury News was also named one of the five best-designed newspapers in the world by the Society for News Design for work done in 2001, in August 1996 the Mercury News published Dark Alliance, a series of investigative articles by reporter Gary Webb. The series sparked three federal investigations, but other such as the Los Angeles Times later published articles suggesting that the series claims were overstated. List of newspapers in California San Jose Mercury News West Magazine www. mercurynews. com, the newspapers official website

12.
International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker

13.
Reading Eagle
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The Reading Eagle is the major daily newspaper in Reading, Pennsylvania, in the United States. This family-owned newspaper has a circulation of 49,375. It serves the Reading and Berks County region of Pennsylvania, the paper was founded on January 28,1868. It was initially an afternoon paper, published Monday through Saturday with a Sunday morning edition beginning publication some time later, in 1940, the Eagle acquired the Reading Times, which was a morning paper, but they remained separate papers. The staff of the two papers was combined in 1982, in June 2002, the Reading Times ceased publishing, and the Eagle became a morning paper. Author John Updike worked at the Eagle as a copyboy in his youth for several summer internships in the early 1950s, in 2009, the newspaper switched to a Berliner format and laid off 52 employees in late April of that year. The banner on its Sunday comics section says Biggest Comics Section in the Land and it carries half pages of Prince Valiant and Hägar the Horrible. As of 2012 it also carries the following comic strips, Dick Tracy Tarzan Non Sequitur Archie Garfield Shoe B. C, the Born Loser For Better or For Worse Zits Uncle Arts Funland Blondie Ripleys Believe It or Not

14.
Ottawa Citizen
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The Ottawa Citizen is an English-language daily newspaper owned by Postmedia Network in Ottawa, Ontario, Canada. According to the Canadian Newspaper Association, the paper had a 2008 weekly circulation of 900,197, established as The Bytown Packet in 1845 by William Harris, it was renamed the Citizen in 1851. The newspapers original motto, which has recently returned to the editorial page, was Fair play. The paper has been through a number of owners, in 1846, Harris sold the paper to John Bell and Henry J. Friel. Robert Bell bought the paper in 1849, in 1877, Charles Herbert Mackintosh, the editor under Robert Bell, became publisher. In 1879, it one of several papers owned by the Southam family. It remained under Southam until the chain was purchased by Conrad Blacks Hollinger Inc, in 2000, Black sold most of his Canadian holdings, including the flagship National Post to CanWest Global. The editorial view of the Citizen has varied with its ownership, taking a reform, anti-Tory position under Harris, as part of Southam, it moved to the left, supporting the Liberals largely in opposition to the Progressive Conservative Partys support of free trade in the late 1980s. Under Black, it moved to the right and became a supporter of the Reform Party and it endorsed the Conservative Party of Canada in the 2006 federal election. In 2002, its publisher Russell Mills was dismissed following the publication of a critical of Prime Minister Jean Chrétien. In 2004 CBC reported that CanWest which owned the Citizen had changed the wording of Associated Press stories, the words insurgent and militant which were originally used in the AP story were swapped for terrorist. The rest of the story stayed the same and this led to the National Council on Canada-Arab Relations to accuse the Citizen of being anti-Muslim. In mid-June 2012 the Citizen went from offering free access online of content to requiring a paid subscription and it published its last Sunday edition on July 15,2012. The move cut 20 newsroom jobs, and was part of a series of made by PostMedia. The logo used to depict the top of the Peace Tower of the Parliament Buildings in Ottawa, in 2014 it was rebranded, with a new logo showing the papers name over an outline of the Peace Tower on a green background. News World City Sports Arts Business Food Driving Technology List of newspapers in Canada Adam, when we began 1845, For 160 years, the Citizen has been the heartbeat of the community. A History of Journalism in Canada, Ottawa, Canada, Carleton University Press,1984. A Victorian authority, the press in late nineteenth-century Canada

15.
The New York Times
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The New York Times is an American daily newspaper, founded and continuously published in New York City since September 18,1851, by The New York Times Company. The New York Times has won 119 Pulitzer Prizes, more than any other newspaper, the papers print version in 2013 had the second-largest circulation, behind The Wall Street Journal, and the largest circulation among the metropolitan newspapers in the US. The New York Times is ranked 18th in the world by circulation, following industry trends, its weekday circulation had fallen in 2009 to fewer than one million. Nicknamed The Gray Lady, The New York Times has long been regarded within the industry as a newspaper of record. The New York Times international version, formerly the International Herald Tribune, is now called the New York Times International Edition, the papers motto, All the News Thats Fit to Print, appears in the upper left-hand corner of the front page. On Sunday, The New York Times is supplemented by the Sunday Review, The New York Times Book Review, The New York Times Magazine and T, some other early investors of the company were Edwin B. Morgan and Edward B. We do not believe that everything in Society is either right or exactly wrong, —what is good we desire to preserve and improve, —what is evil, to exterminate. In 1852, the started a western division, The Times of California that arrived whenever a mail boat got to California. However, when local California newspapers came into prominence, the effort failed, the newspaper shortened its name to The New-York Times in 1857. It dropped the hyphen in the city name in the 1890s, One of the earliest public controversies it was involved with was the Mortara Affair, the subject of twenty editorials it published alone. At Newspaper Row, across from City Hall, Henry Raymond, owner and editor of The New York Times, averted the rioters with Gatling guns, in 1869, Raymond died, and George Jones took over as publisher. Tweed offered The New York Times five million dollars to not publish the story, in the 1880s, The New York Times transitioned gradually from editorially supporting Republican Party candidates to becoming more politically independent and analytical. In 1884, the paper supported Democrat Grover Cleveland in his first presidential campaign, while this move cost The New York Times readership among its more progressive and Republican readers, the paper eventually regained most of its lost ground within a few years. However, the newspaper was financially crippled by the Panic of 1893, the paper slowly acquired a reputation for even-handedness and accurate modern reporting, especially by the 1890s under the guidance of Ochs. Under Ochs guidance, continuing and expanding upon the Henry Raymond tradition, The New York Times achieved international scope, circulation, in 1910, the first air delivery of The New York Times to Philadelphia began. The New York Times first trans-Atlantic delivery by air to London occurred in 1919 by dirigible, airplane Edition was sent by plane to Chicago so it could be in the hands of Republican convention delegates by evening. In the 1940s, the extended its breadth and reach. The crossword began appearing regularly in 1942, and the section in 1946

16.
The Miami News
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The Miami News was an evening newspaper in Miami, Florida. It was the media market competitor to the edition of the Miami Herald for most of the 20th century. The paper started publishing in May 1896 as a weekly called The Miami Metropolis, the Metropolis had become a daily paper of eight pages by 1903. On June 4,1923, former Ohio governor James M. Cox bought the Metropolis, on January 4,1925 the newspaper became the Miami Daily News, and published its first Sunday edition. Cox had a new building erected for the newspaper, and the Miami News Tower was dedicated on July 25,1925 and this building later became famous as the Freedom Tower. Also on July 25,1925, the News published a 508 page edition, the News was edited by Bill Baggs from 1957 until his death 1969. After that, it was edited by Sylvan Meyer until 1973 and its final editor was Howard Kleinberg, a longtime staffer and author of a comprehensive history of the newspaper. The paper had the distinction of posting its own demise on the obituary page. In 1973 the News moved in with the Herald at One Herald Plaza, the Miami News ceased publication on December 31,1988. Some of the staff and all of its assets and archives were moved to nearby Cox Newspapers sister publication The Palm Beach Post in West Palm Beach. An entire searchable archive of the newspaper will be available online via Newspapers. com sometime in 2016, a small selection of photographs were donated to the Archives and Research Center of HistoryMiami. 1966 - editorial cartooning, Don Wright, for You Mean You Were Bluffing, centennial history of The Miami News, written by its last editor. Sylvan Meyer and The Miami News

17.
Sun Journal (Lewiston, Maine)
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The Sun Journal is a newspaper published in Lewiston, Maine, US, and covers the west of Maine. In addition to its office in Lewiston, the paper maintains satellite news and sales bureaus in the Maine towns of Farmington, Norway. The Evening Journal, Lewistons first newspaper, started publishing in 1861, the Daily Sun followed in 1896. In 1989, the two combined to form the Sun Journal. The Sun Journal prices are, $1.00 daily, $2.25 Sunday, Sun Journal Website Todays Sun Journal front page at the Newseum website

18.
Deseret News
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The Deseret News is a newspaper published in Salt Lake City, Utah, United States. It is Utahs oldest continuously published daily newspaper and has the largest Sunday circulation in the state, the News is owned by Deseret News Publishing Company, a subsidiary of Deseret Management Corporation, a holding company owned by The Church of Jesus Christ of Latter-day Saints. The newspaper is printed by the Newspaper Agency Corporation, which it co-owns with The Salt Lake Tribune under a joint operating agreement, in 2006, combined circulation of the two papers was 151,422. The Church News includes news of the LDS Church and has published since 1931, while the Mormon Times is about the people, faith. Since 1974 the Deseret News has also published the Church Almanac, the editorial tone of the Deseret News is usually described as moderate to conservative, and is often assumed to reflect the values of its owner, the LDS Church. For example, the newspaper does not accept advertising that violates church standards, Phelps left Winter Quarters sometime in May, and went to Boston by way of the former Mormon settlement of Nauvoo, Illinois. In Boston, with the help of William I, appleby, the president of the Churchs Eastern States Mission, and Church member Alexander Badlam, Phelps was able to procure a wrought iron Ramage hand-press, type, and other required equipment. He returned to Winter Quarters on November 12,1847, with the press, due partly to its size and weight, the press and equipment would not be taken to Salt Lake City until 1849. By that time many of the Mormon pioneers had left Winter Quarters, in April 1849 the press and other church property was loaded onto ox drawn wagons, and traveled with the Howard Egan Company along the Mormon Trail. The wagon company, with the press, arrived in the Salt Lake Valley August 7,1849, the press was moved into a small adobe building that also served as a coin mint for the settlers. The press was at first used to print the necessary documents used in setting up the provisional State of Deseret, the first issue of the Deseret News was published June 15,1850, and was 8 pages long. Because it was meant to be the voice of the State of Deseret, it was called the Deseret News and it was at first a weekly Saturday publication, and published in pamphlet form in hopes that readers would have the papers bound into volumes. Subscription rate was $2.50 for six months, a jobs press, usually called the Deseret News Press, was also set up so the News could print books, booklets, handbills, broadsides, etc. for paying customers and other publishers. From the beginning paper shortages were a problem for the News staff, starting with the October 19,1850 issue—only four months after publication began—the paper had to be changed to a bi-weekly publication. Even so, many times in the 1850s there were periods when the News could not be published for lack of paper. The publishers asked everyone to donate old paper and cloth to the venture, in the summer of 1854 the first issues of the News were published on homemade paper that was very thick, and grayish in color. Even with paper shortages, occasionally a News extra would be published, during a turbulent time period, later known as the Utah War, the News presses and equipment were moved to the central and southern parts of the state. As armed forces of the United States camped just outside the state at Fort Bridger, Cannon was assigned to take some presses and equipment to Fillmore while Henry McEwan was to take the remainder to Parowan

19.
The Bulletin (Bend)
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The Bulletin is the daily newspaper of Bend, Oregon, United States. The Bulletin is owned by Western Communications, a corporation founded by publisher Robert W. Chandler. Over the years, a number of journalists have been associated with the newspaper. To start a newspaper in Bend, a press and other publishing equipment items were brought overland from the railhead at Shaniko by freight wagon. The Bend Bulletin was first published as a newspaper on March 27,1903. The newspaper’s first publisher was Max Lueddemann with Don P. Rea serving as the first editor, when it began, the newspaper’s only other employee was a printer named A. H. Kennedy. The newspaper office was located in a cabin on the east bank of the Deschutes River. In the summer of 1904, the newspaper was sold to J. M. Lawrence and he moved the newspaper to an office building in downtown Bend. Putnam bought the Bend Bulletin from Lawrence, while he was the newspaper’s editor for only four years, Putnam continued as publisher for several more years. During his tenure, Putnam was active in local and state politics, the Bend Bulletin shifted from a weekly publication to a daily newspaper on December 6,1916. Robert W. Sawyer purchased Putnam’s interest in the newspaper in 1919 and he hired Henry Fowler, who owned a minority share in the newspaper, as editor. Sawyer was a conservationist, who used his influence as a publisher to help preserve Oregon’s natural resources. He also championed the establishment of state parks as well as leading the effort to preserve key portions of the John Day Fossil Beds. Sawyer continued as publisher of the Bend Bulletin for 34 years, in 1953, Sawyer put the newspaper up for sale. He received offers from several large newspaper chains, but eventually sold the newspaper to Robert Chandler, to make the purchase affordable, Sawyer only required a $6,000 down payment. Chandler ran the newspaper for the next 43 years, first as The Bend Bulletin, during his tenure, Chandler brought new technology into the newspaper’s operation. Soon after he bought the paper, he expanded the photoengraving facilities, in 1956, he replaced the paper’s flatbed press with a new rotary press that printed 13,000 32-page sections per hour. The new press also allowed the paper to print photographs in color, in 1966, The Bulletin moved to a new building on Hill Street in the southern part of Bend

20.
The Palm Beach Post
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The Palm Beach Post is an American daily newspaper serving Palm Beach County in South Florida, and the Treasure Coast area. As of 2012 it was the 80th largest daily newspaper in the United States, the Palm Beach Post began as The Palm Beach County, a weekly newspaper established in 1908. In January 1916, the became a daily, morning publication known as The Palm Beach Post. In 1934, Palm Beach businessman Edward R. Bradley bought The Palm Beach Post and The Palm Beach Times, in 1947, both were purchased by longtime resident John Holliday Perry, Sr. who owned a Florida newspaper chain of six dailies and 15 weeklies. In 1948, Perry purchased both the Palm Beach Daily News and the society magazine Palm Beach Life, in 1979, The Palm Beach Times was renamed The Evening Times. In 1987, The Evening Times merged with The Post to form a single newspaper, in 1989, all of neighboring sister publication Miami News assets and archives were merged with the Palm Beach Post upon the closure of that paper. In 1996, The Palm Beach Post sponsored Scripps National Spelling Bee winner Wendy Guey, Palm Beach Post photographer Dallas Kinney won the 1970 Pulitzer Prize for Feature Photography for his portfolio of pictures of Florida migrant workers, Migration to Misery. Post photographers have subsequently been Pulitzer finalists three times, Editor Edward Sears won the Editor of the Year award in 2004 from Editor & Publisher. Sears led the Post newsroom from 1985-2005, the Palm Beach Post has over 750,000 daily readers in print and online each week. Palm Beach Newspapers Inc. continues to publish The Palm Beach Post, Palm Beach Daily News, Florida Pennysaver and La Palma, each publication has a corresponding web site. The Post launched PBGametime. com, home for its coverage of Palm Beach County and Treasure Coast high school sports, like many newspapers throughout the country, the Post downsized its newsroom by more than 30 percent in 2008 and 2009. At the same time it closed its printing press, the Posts print edition is now printed in Broward County by the South Florida Sun-Sentinel and shipped north to Palm Beach County for daily distribution. As of 2012, the Posts average daily circulation was slightly over 88,000, well below daily circulation figures of around 165,000 at the turn of the century and it is the 80th largest daily newspaper in the United States and the 7th largest in Florida. List of newspapers in Florida Miami portal Journalism portal Official website

21.
Pittsburgh Press
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The Pittsburgh Press, published from 1884 to 1992, was a major afternoon daily newspaper in Pittsburgh, Pennsylvania, US. At one time, the Press was the second largest newspaper in Pennsylvania, for four years starting in 2011, the brand was revived and applied to an afternoon online edition of the Post-Gazette. Originally The Evening Penny Press, the changed to The Pittsburg Press in 1887. The paper referred to the city and its sports teams as Pittsburg until August 1921, in 1923, the Press was acquired by the Scripps-Howard Syndicate. During the 1960s, it entered into a Joint Operating Agreement with the competing Pittsburgh Post-Gazette, the Post-Gazette had previously purchased and merged with the Hearst Corporations Pittsburgh Sun-Telegraph leaving just itself and the much larger Pittsburgh Press. The JOA was to be managed by the Pittsburgh Press owners as the Press had the larger circulation and was the stronger of the two papers. Under the JOA, the Post-Gazette became a 6-day morning paper, and this arrangement was in effect until Scripps began bargaining with the Teamsters union, whose contract with the Press expired in 1991. In return, Scripps received The Monterey County Herald, the sale required a ruling by the U. S. Department of Justice as the JOA was regulated by the Newspaper Preservation Act of 1970. The outcome was a surprise to people in Pittsburgh, as the Press had a much higher profile. Before the 1992 strike, many assumed that the smaller Post-Gazette would cease publication when the JOA expired, the departure of the Press also meant that Scripps was exiting the Pittsburgh market entirely. Block Communications announced on November 14,2011 that it was bringing back the Press in an edition for the afternoon. Although published electronically, the new Press was formatted with a fixed layout replicating that of a printed newspaper. The experiment ended with the issue of September 25,2015, Pittsburgh Post-Gazette current owner of the Press name and present day heir to its archives

22.
Brooklyn Daily Eagle
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At one point it was the most popular afternoon paper in the United States. Walt Whitman, the 19th Century poet, was its editor for two years, other notable editors of the Eagle included Thomas Kinsella, St. Clair McKelway, Cleveland Rogers, Frank D. Schroth, and Charles Montgomery Skinner. The paper, renamed The Brooklyn Daily Eagle and Kings County Democrat on June 1,1846, was renamed, on May 14,1849. On September 5,1938, the name was further shortened, a new version of the Brooklyn Eagle as a revival of the old newspapers traditions began publishing in 1996. The archive was purchased by Ancestry. com for their newspapers. com website, the Brooklyn Daily Eagle was first published on October 26,1841. Its address at this time, and for years afterwards, was at 28 Old Fulton Street. From 1846 to 1848, the editor was the poet Walt Whitman. In August 1938, Frank D. Schroth bought the newspaper from M. Preston Goodfellow, the newspaper received the 1951 Pulitzer Prize for Public Service for its crime reporting during the year. Investigative journalist Ed Reid in an eight-part series exposed the activities of bookmaker Harry Gross and this exposé led to an investigation by the Brooklyn District Attorney, and resulted in the eventual resignation of Mayor of New York City William ODwyer. On June 22,1953, a boy, collecting for the Brooklyn Eagle. When he dropped it on the ground, it popped open, the microfilm contained a series of numbers. He told the New York City Police Department, who in two days told a Federal Bureau of Investigation agent about the strange nickel. Thomas N. C. which covered the activities and actions of the United States Congress in the Quarterly, and national capital political events in the Journal which endure into the 21st Century. In 1960, former book publisher Robert W. Farrell acquired the Eagles assets in bankruptcy court. In 1962–1963, under the corporate name Newspaper Consolidated Corporation, Farrell, during the 1962–63 New York City newspaper strike, the paper saw circulation grow from 50,000 to 390,000 until the strike ended. The final edition appeared on June 25,1963, a smaller newspaper also focused on the borough, The Brooklyn Daily Bulletin began publishing when the original Eagle folded in 1955. In 1996, it merged with a newly revived Brooklyn Daily Eagle, as of 2014, it is one of three English-language daily newspapers published in the borough of Brooklyn. As an homage to the original Eagle it publishes a daily feature called On This Day in History and it is published by J. Dozier Hasty under the auspices of Everything Brooklyn Media

23.
Abermule train collision
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The Abermule train collision was a head-on collision which occurred at Abermule, Montgomeryshire, Wales on 26 January 1921, killing 17 people. The crash arose from misunderstandings between staff which effectively over-rode the safe operation of the Electric Train Tablet system protecting the single line, a train departed carrying the wrong tablet for the section it was entering and collided with a train coming the other way. The Cambrian Railways, which traversed Wales from Whitchurch in Shropshire to Aberystwyth and Barmouth, via Dovey Junction, the small station of Abermule was a crossing station between two such sections. To the east was Montgomery, to the west was Newtown, to protect the single line sections, Tyers Electric Train Tablet apparatus was used. Two linked tablet instruments were used on each section, one at each end, to allow a train to proceed into the section, a call button would be pressed on one instrument, alerting the operator at the other end of the section. If the other operator was in a position to accept the train, he would press a release button on his instrument. The tablet would then be placed inside a pouch fitted with a metal loop, until the tablet was replaced in one of the instruments, another tablet could not be withdrawn from either of them. Tablets of adjacent sections had differently-shaped and -positioned holes and notches in them to prevent a tablet being inserted into wrong instrument and this system had protected the Cambrian Railways for many years. The regular Abermule Stationmaster, Parry, was on leave, and Relief Stationmaster Lewis, the other three station staff at Abermule were Signalman Jones, Porter Rogers, who was seventeen, and a trainee booking clerk named Thompson, who was only fifteen years old. He then checked that the express was running to time, and was informed that it had just passed Moat Lane Junction on the far side of Newtown, Jones went to the signal box to open the level crossing gates and clear the signals for the stopping train. Meanwhile, Relief Stationmaster Lewis returned from his lunch, Newtown station then requested permission for the express to proceed to Abermule. Porter Rogers pressed the release on the machine for the Newtown-Abermule section which allowed it to do so. While Rogers was occupied at the frame, Newtown signalled that the express was entering the Newtown-Abermule section. However, there was no-one in the Abermule station buildings to note the signal, before Porter Rogers could call to Signalman Jones to release the ground frame lock, the stopping train arrived. He gave the tablet to Lewis, saying that he had to go and he did not mention that he had yet to exchange the tablet for one for the Abermule-Newtown section. Thompson also mistakenly told Lewis that the express was still about Moat Lane and he crossed back to the down platform and, because the driver was oiling around the engine, handed the tablet back to the stopping trains fireman, who did not notice the error either. Lewis gave the Right away signal by hand, Jones, who was also on the down platform, assumed that the express had been delayed or held at Newtown for some reason. Rogers, who was still at the frame, assumed the same, because of Lewiss actions and because the frame was locked

24.
Nidareid train disaster
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The Nidareid train disaster was a train collision on 18 September 1921 on the Trondhjem–Støren Line railway line, between the stations of Marienborg and Skansen in Trondheim, Norway. The accident occurred the day after the inauguration of the new line to Trondheim, Dovre Line, six people were killed in the crash, the first serious passenger train accident in Norway. The inaugural train had on 17 September transported King Haakon VII, the official opening had taken place at Hjerkinn Station which was the highest station on the line. Between there and Trondheim the inaugural train stopped at every station to give the king an opportunity to visitors and well-wishers. The train pulled into Trondheim that evening amidst great celebrations, although the king would spend a few days in Trondheim, most of the participants at the festivities had business and duties to attend to in Kristiania. An extra night train called Litra D was arranged for them, the local rail district wanted to schedule this train to depart Trondheim at midnight, just after a scheduled day train was set to arrive after a journey on the Røros Line. In order to get the guests home a few minutes earlier. The extra train consisted of six sleeping cars, sandwiched between a car at the front and the conductors car at the end. These had also used in the inaugural train and had doubled as wardrobes for the guests at the lines inauguration. The train was hauled by two NSB Class 30b engines,364 and 365, a total of 96 passengers were on board this train. The train left Trondheim at 23,54, a few minutes behind schedule and it received an all clear signal as the train passed through Skansen station on its way back to Kristiania. The northbound train no.361 was on a short hop from Støren to Trondheim and it was carrying passengers who had arrived on the 1,067 mm narrow-gauge Røros Line and changed trains for the final,1,435 mm standard gauge, leg into Trondheim. This train was pulled by engine 182, an NSB Class 21a engine, at the front, the crew of no.361 had boarded at Tynset and been given briefings to inform them of trains which the northbound trains would be meeting en route during the coming week. Among these was a train, scheduled for night to Monday the 19th, which all the crew assumed meant Monday night, that is. Moving all the passengers over to the train had delayed no. 361, and it was 20 minutes behind schedule when it pulled out of Støren, by the time the train reached Selsbak, where they were scheduled to meet southbound train no. As the train continued northwards the driver kept a lookout for signals on the left side, Marienborg Station was little more than a short stretch of double track to allow trains to pass each other. The only building at the location was a cabin where the man in charge was to set the points and signal the trains in

25.
1 (New York City Subway service)
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The 1 Broadway–Seventh Avenue Local is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or bullet, is colored tomato red since it uses the IRT Broadway–Seventh Avenue Line for its entire route, the 1 operates local at all times between Van Cortlandt Park–242nd Street in Riverdale, Bronx and South Ferry in Lower Manhattan. When the first subway opened between 1904 and 1908, one of the main service patterns was the West Side Branch, trains ran from Lower Manhattan to Van Cortlandt Park via what is now the IRT Lexington Avenue Line, 42nd Street Shuttle, and IRT Broadway–Seventh Avenue Line. There was both local and express service with trains using the express tracks south of 96th Street. Some express trains ran to Atlantic Avenue in Brooklyn via the Joralemon Street Tunnel during rush hours while all other trains turned around at City Hall or the South Ferry outer loop. This shuttle was extended south to South Ferry, with a shuttle on the Brooklyn branch between Chambers Street and Wall Street, on July 1,1918. Finally, the new H system was implemented on August 1,1918, late night service was not operated. All 1 Local trains ran from 137th Street to South Ferry days and evenings, on September 5,1937, the practice of splitting Sunday morning trains at Brooklyn Museum was discontinued, with the alternate trains going to New Lots Avenue or Flatbush Avenue. As of July 1,1938, all evening and Sunday trains were rerouted to New Lots Avenue, by 1945, all 1 Local peak period trains were cut back from Dyckman Street to 137th Street. Beginning on May 10,1946, all 1 Brooklyn trains were made express during late nights running on 12 minute headways, previously all 1 trains ran local from 12,30 to 5, 30am and they alternated between Flatbush and New Lots Avenues. On December 20,1946, all night trains were routed to Flatbush Avenue. On June 12,1949, 137th Street to South Ferry Sunday locals were discontinued, on March 15,1954, weekend 137th Street to South Ferry locals were discontinued, and simultaneously weekend Brooklyn trains were rerouted to Flatbush Avenue. An attempt was made to extend service further north on January 14,1955. This proved unsuccessful, and ended on June 28,1956, meanwhile, in Brooklyn, weekday trains were rerouted to Flatbush Avenue on December 20,1957, and evening 137th Street to South Ferry locals were discontinued on May 23,1958. Under a $100,000,000 rebuilding program, increased and lengthened service was implemented during peak hours on the 1 train, switching north of 96th Street was eliminated. On February 6,1959,1 trains began to run between 242nd Street and South Ferry all times, trains began to be branded as Hi-Speed Locals, being as fast as the old express service was with new R21s and R22s on the line. During rush hour in the direction, alternate trains, those running from 242nd Street. The bypassed stations were served by locals originating from Dyckman Street and this express service was discontinued on May 24,1976, after which all 1 trains began to make all stops

26.
2 (New York City Subway service)
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The 2 Seventh Avenue Express is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or bullet, is colored tomato red since it uses the IRT Broadway–Seventh Avenue Line through most of Manhattan. The 2 operates at all times between 241st Street in Wakefield, Bronx and Flatbush Avenue–Brooklyn College in Flatbush, Brooklyn, making all stops in the Bronx, daytime 2 service runs express in Manhattan, late night service operates local. The service operates via White Plains Road in the Bronx, Lenox Avenue and Seventh Avenue in Manhattan and Eastern Parkway, limited rush hour service also operates between the Bronx and New Lots Avenue in East New York, Brooklyn due to capacity issues at Flatbush Avenue. The first section of what became the current 2 entered service on November 26,1904 from the temporary 180th Street–Bronx Park terminal via the West Farms El to 149th Street–3rd Avenue. On July 10,1905, the connection between the IRT Lenox Avenue Line and IRT White Plains Road Line opened, allowing subway service from Manhattan to the Bronx. On January 9,1908, the Joralemon Street Tunnel opened, at this time, trains ran from East 180th Street to Borough Hall. On May 1,1908, trains were extended to Nevins Street, on March 3,1917, the IRT White Plains Road Line was extended to 219th Street. On March 31,1917, the IRT White Plains Road Line was extended to 238th Street–Nereid Avenue, on August 1,1918, the entire IRT Broadway–Seventh Avenue Line was completed. On April 15,1919, the Clark Street Tunnel, connecting the line to Brooklyn, beginning on December 19,1919, trains ran to South Ferry with some rush hour trains to Atlantic Avenue. In 1923, during rush hours,2 trains alternated between South Ferry and Utica Avenue, beginning December 1,1924,2 trains that ended at South Ferry were extended to New Lots Avenue. As of 1934,2 trains ran from 180th Street-Bronx Park to Flatbush Avenue weekdays and Saturday during daytime and to South Ferry evenings and Sundays, late-night service was from 241st St to South Ferry, making all stops. There were occasional lay-up/put-ins from New Lots, four weekday evening trains turned at Atlantic. On September 5,1937, some evening rush hour trains started running to Flatbush Avenue, as of July 1,1938, weekday and Saturday evening service was extended to Flatbush Avenue from South Ferry. Sunday service was extended to Flatbush Avenue on March 5,1950, beginning on December 26,1950, alternate weekday rush trains were extended to 241st Street in the peak direction, but PM rush service to 241st Street was discontinued on June 26,1952. Beginning on August 4,1952, the 180th Street - Bronx Park station was closed, morning rush hour service to 241st Street, on October 2,1953, was cut back to Gun Hill Road. On March 19,1954, weekend service was rerouted to New Lots Avenue at all times except late nights, on May 4,1957, a track connection to the IRT Dyre Avenue Line was completed and daytime 2 trains were rerouted to Dyre Avenue. Evening service remained a shuttle between Dyre Avenue to East 180th Street, and morning service from Gun Hill Road was discontinued

27.
3 (New York City Subway service)
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The 3 Seventh Avenue Express is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or bullet, is colored tomato red since it uses the IRT Broadway–Seventh Avenue Line through most of Manhattan, on November 23,1904, the IRT Lenox Avenue Line opened between 96th Street and 145th Street. 3 trains ran between 145th Street and City Hall, making all stops, on July 1,1918, the entire IRT Broadway–Seventh Avenue Line was completed. 3 trains were rerouted south of 42nd Street from the IRT Lexington Avenue Line to this new line and they now made all stops to South Ferry. As of 1934,3 service operated between 145th Street and South Ferry except late nights, when operated between 145th Street and 96th Street, making local stops. Beginning on January 4,1955, some 3 trains ran express in Manhattan during rush hours and were extended to Flatbush Avenue, late night service was discontinued between 145th Street and 96th Street. Beginning on December 20,1957,3 trains were rerouted to New Lots Avenue during rush hours, on February 6,1959, all trains except late nights made express stops in Manhattan as part of the West Side Improvement and ran to Flatbush Avenue. Beginning on April 8,1960,3 trains rerouted to New Lots, weekday evening service was cut to a shuttle 145th Street to 135th Street only. Beginning on April 18,1965,3 service ran to Flatbush Avenue again, beginning on October 17,1965, weekend evening service was also cut to a shuttle 145th Street to 135th Street. On May 13,1968, trains were extended to the newly completed 148th Street – Lenox Terminal, beginning on December 15,1968, all-night shuttle service between 145th Street and 135th Street were brought back, this was the first time since 1955. Beginning on May 23,1976, the current practice of starting Sunday service late began. Beginning on July 10,1983, the 2 and 3 trains swapped Brooklyn Terminals, beginning on August 5,1990, late-night shuttles between 148th Street and 135th Street were discontinued and replaced by shuttle buses. Beginning on September 4,1994, late-night shuttles between 148th Street and 135th Street were resumed, but were discontinued again on September 10,1995, from March 2 to October 12,1998, the IRT Lenox Avenue Line was rehabilitated. Most 3 service was rerouted to 137th Street–City College, after September 11,2001, the 3 service became a local in Manhattan. After a few switching delays at 96th Street, service was changed on September 19,2001 and it ran in Manhattan as an express between Harlem–148th Street and 14th Street and was replaced by 1 service in Brooklyn. It returned to New Lots Avenue on September 15,2002, on July 27,2008, late night 3 service was restored, operating as an express between 148th Street and Times Square–42nd Street. The following table shows the lines used by the 3, with shaded boxes indicating the route at the times, For a more detailed station listing. MTA NYC Transit –3 Seventh Avenue Express 3 Subway Timetable, Effective November 7,2016

28.
4 (New York City Subway service)
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The 4 Lexington Avenue Express is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or bullet, is colored apple green since it uses the IRT Lexington Avenue Line in Manhattan. 4 trains operate between Woodlawn in the Bronx and Utica Avenue in Crown Heights, Brooklyn via Jerome Avenue Local in the Bronx and Eastern Parkway Express in Brooklyn at all times except nights. During nights, they serve all stops except Hoyt Street and are extended to/from New Lots Avenue in East New York, Brooklyn via Livonia Avenue as a replacement for the 3. During the extension of the IRT Lexington Avenue Line north of 42nd Street–Grand Central Terminal, on April 15,1918, shuttles were extended to Woodlawn. A second shuttle, using cars, from 149th Street–Grand Concourse to Grand Central started on July 17,1918. On August 1,1918, the entire Jerome and Lexington Avenue Lines were completed, trains began running between Woodlawn and Bowling Green. Beginning on November 4,1925, rush hour 4 trains were extended from Atlantic Avenue to Crown Heights–Utica Avenue, two years later, on December 5,1927, weekday evening service was extended to Utica Avenue. The following year, midday 4 service also went to Utica Avenue, trains ran express in Manhattan except late nights, and in Brooklyn. This was the first time the 6 became the Pelham Shuttle between Pelham Bay Park and 125th Street–Lexington Avenue, on August 20,1938, Saturday morning after the peak service was extended to Utica Avenue. Beginning on May 10,1946, all 4 trains were made express during late nights running on 12 minute headways as the 6 went back to Brooklyn Bridge during that time, previously 4 trains ran local from 12,30 to 5, 30am. At this time 4 trains terminated at Atlantic Avenue, beginning on December 16,1946, trains were extended from Atlantic Avenue to New Lots Avenue during late nights, running express between Atlantic and Franklin Avenues. When the Board of Transportation began to replace the older subway cars starting with the R12 cars in 1948, with these cars, numbers were assigned to the IRT lines. The Lexington Avenue–Jerome Line trains were given the number 4, by 1964, all cars had the route numbers on them. During 1950, Saturday morning service was cut back to South Ferry, starting on December 15,1950, four 4 trains began operating during rush hours to Flatbush Avenue on the Nostrand Avenue Line. Also on that day, weekday service was cut back from Atlantic Avenue to South Ferry. Additionally, on January 18,1952,4 service to Atlantic Avenue during weekday middays was restored, on March 19,1954, late-night service in Brooklyn began making all stops, but resumed operating express between Atlantic Avenue and Franklin Avenue on June 29,1956. Starting on March 1,1960, late-night 4 trains resumed making all stops in Manhattan and this arrangement ended on October 17,1965 when the 4 went back express in Manhattan late nights

29.
5 (New York City Subway service)
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The 5 Lexington Avenue Express is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or bullet, is colored apple green since it uses the IRT Lexington Avenue Line in Manhattan. The 5 operates between Dyre Avenue in Eastchester, Bronx and Flatbush Avenue–Brooklyn College in Flatbush, Brooklyn, making all stops in the Bronx, the 5 short turns at Bowling Green in Financial District, Manhattan on evenings and weekends, and at East 180th Street during late nights. Limited rush hour service also terminates at Wakefield–241st Street instead of Dyre Avenue in the Bronx, upon its closure in 1937, the entire property was put up for sale. Beginning on April 28,1930, Saturday 5 service to Crown Heights–Utica Avenue began, as of 1934, trains normally ran from Wakefield–241st Street or East 180th Street to Atlantic Avenue–Barclays Center. During weekday rush hours and weekend afternoons they were extended to Utica Avenue, from July 24,1938 to September 18,1938 there was Sunday daytime 5 service to New Lots Avenue. Beginning on July 10,1939, Sunday afternoon 5 service to New Lots began, on December 22,1946, alternate Sunday morning 5 service to New Lots began. However, on March 5,1950,5 service was cut back to Utica Avenue all day on Sundays, starting on April 23,1953,5 trains began using the middle express track between East 180th Street and 149th Street weekday rush in the peak direction. Starting on October 2,1953, the track was used by peak trains south of Gun Hill Road. Beginning on May 3,1957, limited rush hour 5 service ran to Flatbush Avenue–Brooklyn College replacing the 4 service, evening, Saturday afternoon, and Sunday trains were cut back to South Ferry. Beginning on March 1,1960 evening trains making all stops in Manhattan. Beginning on April 8,1960, weekday evening service was discontinued, starting on April 18,1965, most daytime service was rerouted to Dyre Avenue, replacing Dyre Shuttle except evenings and late nights. Some weekday rush service to 241st Street was retained, while Saturday and Sunday evening trains were cut back from 241st Street to East 180th Street. Also, Saturday morning trains were cut back from Atlantic Avenue to South Ferry, starting on May 3,1965, trains to or from 241st Street began making all stops between Gun Hill Road and East 180th Street. Beginning on May 23,1976,5 service began starting late on Sunday mornings, as of May 24,1976, weekday midday 5 service was cut back to Bowling Green from Atlantic Avenue. In 1979, with the coding of subway routes based on their trunk line in Manhattan. 5 service was re-extended May 15,1980 to Atlantic Avenue, on July 10,1983, all rush hour service ran to Flatbush Avenue, with limited service to/from Utica or New Lots Avenue. Beginning on January 18,1988, all midday 5 service was cut back to Bowling Green, in 1995, rush hour service to 241st Street was cut back to Nereid Avenue

30.
6 (New York City Subway service)
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The 6 Lexington Avenue/Pelham Local and <6> Lexington Avenue Local/Pelham Express are two rapid transit services in the A Division of the New York City Subway. Their route emblems, or bullets, are colored apple green since they use the IRT Lexington Avenue Line in Manhattan. Local service is denoted by a 6 in a bullet, and express service is denoted by a <6> in a diamond-shaped bullet, on the R62A cars. Rollsigns on the R62A cars also feature LED signs around the logo to indicate local or express service to riders, a green circle for 6 local trains. 6 trains operate local at all times between Pelham Bay Park in the Bronx and Brooklyn Bridge–City Hall in Lower Manhattan, during weekdays in the peak direction, <6> Pelham Express trains replace 6 local ones north of Parkchester, and run express between that station and Third Avenue–138th Street. During this time,6 Pelham Local trains short turn at Parkchester, weekdays from 9,00 to 11,00 a. m. select Manhattan-bound <6> trains run local from Parkchester to Hunts Point Avenue while select Parkchester-bound 6 trains run express in that section. On October 27,1904, local and express service opened on the subway in Manhattan. From there, the service traveled west on 42nd Street on the route of the present 42nd Street Shuttle, the current H configuration—with separate services along Lexington Avenue and Broadway – Seventh Avenue—was introduced in 1917. Full Lexington Avenue local service from City Hall to 125th Street opened on July 17,1918, on August 1,1918, Third Avenue–138th Street opened with trains running between there and City Hall, making all stops. On January 17,1919 trains were extended from 138th Street to Hunts Point Avenue, on October 24,1920,6 service was extended again to Westchester Square. On December 20,1920,6 service was extended to Pelham Bay Park, from that point on, the current 6 service was formed. All trains ran local between Pelham Bay Park and Brooklyn Bridge, with trains terminating at the City Hall loop. Effective December 31,1945, City Hall station closed with the former Brooklyn Bridge station being the permanent southern terminal, however, the 6 train still uses the loop to get from the southbound to the northbound local track at Brooklyn Bridge-City Hall. On May 10,1946, late-night service was extended from 125th Street to its previous terminus at Brooklyn Bridge when late night service on the 4 was restored. This express service saved eight minutes between Third Avenue and East 177th Street, during this time,6 trains that ran local in the Bronx when express trains operated began to terminate at East 177 Street to make room for express trains to Pelham Bay Park. On September 22,1948,54 additional cars were placed in service on the 6 train, from December 15 to 22,1950, the weekday rush trains from Pelham Bay Park were extended to South Ferry. On June 23,1956, Saturday morning express service began operating local on the 6 train. From March 1,1960 to October 17,1965, the 4 and 6 trains also ran together in Manhattan late nights when late night express service on the 4 was discontinued for a time

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7 (New York City Subway service)
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Its route emblem, or bullet, is colored raspberry, with local service denoted by a and express service by a <7>. Both services operate between Main Street in Flushing, Queens and 34th Street–Hudson Yards in Chelsea, Manhattan, Local service operates at all times, while express service runs only during rush hours and early evenings in the peak direction and during special events. On June 13,1915, the first test train on the IRT Flushing Line ran between Grand Central and Vernon Boulevard–Jackson Avenue, followed by the start of service on June 22. Over the next thirteen years, the line was extended piece by piece between Times Square and Flushing–Main Street, after the former opened on March 14,1927, the 7 designation was assigned to trains since the introduction of the front rollsigns on the R12 in 1948. On November 12,1947, four trains were placed in service on the 7 to accommodate passengers using new parking facilities adjacent to the Willetts Point Boulevard station. On July 14,1948,31 additional cars were placed into service on the 7, on March 12,1953, two nine-car super expresses began operating from Flushing–Main Street to Times Square in the AM rush hour. The super expresses stopped at Main Street, and Willets Point before skipping all stops to Queensboro Plaza, skipping the Woodside, the running time was cut down to 23 minutes from 25 minutes. Holiday and Saturday express service was discontinued on March 20,1954, at some point afterwards, weekday midday express service was discontinued, but was restored on November 29,1971, before being discontinued again by August 29,1975. From May 13,1985, to August 21,1989, the major element was the replacement of rails on the Queens Boulevard viaduct. <7> express service was suspended for the duration of the project, however, extra 7 service was provided for Mets games, the stop was added a few months later after pressure from community opposition. <7> express service was suspended again between 61st Street–Woodside and Queensboro Plaza, temporary platforms were installed to access the track in the four intermediate stations. The work began in April 1993, when the viaduct reconstruction finished on March 31,1997, full <7> express service was reinstated. Throughout this entire period, ridership grew steadily. In 1999, <7> express service was expanded from rush hours only to weekdays from 6,30 a. m. to 10,00 p. m. However, work has been underway since 2008 to convert the 7 service to accommodate CBTC. Expected to cost $585.9 million, CBTC will allow two trains per hour as well as two additional trains for the 7 Subway Extension, providing a 7% increase in capacity. New cars on order for the A Division are compatible with CBTC, installation of CBTC and delivery of the trains will both be completed in 2016. The 7 Subway Extension, which travels west and south to 34th Street and 11th Avenue, the 34th Street–Hudson Yards station, originally scheduled to open in December 2013, began serving passengers on September 13,2015. However, the station construction project would not be completed until sometime in 2016

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A (New York City Subway service)
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The A Eighth Avenue Express is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or bullet, is colored vivid blue since it uses the IND Eighth Avenue Line in Manhattan, the A operates between 207th Street in Inwood, Manhattan and Mott Avenue in Far Rockaway, Queens, or Lefferts Boulevard in Richmond Hill, Queens. The A is the Central Park West / Eighth Avenue Express in Manhattan, Fulton Street Express in Brooklyn, the A provides the longest one-seat ride in the system, at 32 miles between Inwood and Far Rockaway and has a weekday ridership of 600,000. Five rush hour trips run to and from Beach 116th Street in Rockaway Park, Queens, at all times, a shuttle train operates between Broad Channel, where it connects with the A, and Rockaway Park. During late nights, the A makes all stops along its route and originates/terminates at Far Rockaway only. The A and AA were the first services on the IND Eighth Avenue Line when it opened on September 10,1932, the Independent Subway System used single letters to refer to express services and double letters for local services. The A ran express between 207th Street and Chambers Street/World Trade Center, and the AA ran local between 168th Street and Chambers St/World Trade Center, known at the time as Hudson Terminal, the AA used a red bullet. During late nights and Sundays, the A did not run, on April 9,1936, the IND Fulton Street Line was opened to Rockaway Avenue. The 1936 completion played a part in the establishment of Bedford-Stuyvesant as Brooklyns central African American community. On December 30,1946 and November 28,1948, the line was extended to Broadway–East New York and Euclid Avenue, respectively. On October 24,1949, express service in Brooklyn to Broadway–East New York began with the A running express during rush hours, on April 29,1956, Grant Avenue was opened, and the line was extended over the BMT Fulton Street Line to Lefferts Boulevard. Weekdays except midnights, alternate trains terminated at Lefferts Boulevard and at Euclid Avenue, during weekends, they terminated at Euclid Avenue with a shuttle to Lefferts Boulevard. Two months later, on June 28,1956, the former Long Island Rail Road Rockaway Line was rebuilt to subway specifications, at this time, rush hour express service on the Fulton Street Line with the E train began. On September 16,1956, the A was extended to the Rockaways replacing the E, at the time, alternate trains continued running to Lefferts Boulevard. On January 27,1957, non-rush hour through service to the Rockaways was discontinued and was replaced by a shuttle running between Euclid Avenue and Wavecrest, non-rush hour A train service is now to Lefferts Boulevard. This may also be the time that the E replaced the A again in the Rockaways, on January 16,1958, a new terminal was created at Far Rockaway–Mott Avenue, and the through connection to the Long Island Rail Roads Far Rockaway station was severed. On September 8,1958, the A train replaced the E train in the Rockaways again, round-robin service from Euclid Avenue to both Rockaway terminals began, non-rush hours, while through A service runs to Lefferts Boulevard. In September 1959, the A begins to run local in Brooklyn at all times, in 1963, the E train was extended to the Rockaways, and the A train ran local to Euclid Avenue or Lefferts Boulevard at all times

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B (New York City Subway service)
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The B Sixth Avenue Express is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or bullet, is colored bright orange since it uses the IND Sixth Avenue Line in Manhattan, the B only operates on weekdays from approximately 6,00 a. m. to 11,00 p. m. During rush hours, the B is extended to and from Bedford Park Boulevard in the Bronx via Concourse Local, the designation B was originally intended to designate express trains originating in the Washington Heights neighborhood of Manhattan and operating in Midtown Manhattan on the IND Sixth Avenue Line. This service was designated BB as the Independent Subway System used double letters to local services. The Chrystie Street Connection and the tracks of the Sixth Avenue Line opened on November 26,1967. BB trains were combined with the former T service, which ran on the BMT West End Line in Brooklyn and this created a through service from 168th Street to Coney Island–Stillwell Avenue via the Sixth Avenue Line express tracks and the Manhattan Bridge. This service was initially to have been signed BT but was simply signed B instead, however, during late night hours and Sundays B service did not operate, and TT shuttles continued to operate on the West End Line. B service began running between 57th Street and Coney Island during all times on August 30,1976, also on this date, during rush hours, alternate B trains began to operate between 168th Street and Coney Island. Beginning on August 27,1977, during late nights, B service only ran between 36th Street and Coney Island via the West End Line, a B shuttle also operated during late nights, running between 47th–50th Streets–Rockefeller Center and 57th Street. The reconstruction of the Manhattan Bridge between 1986 and 2004 affected B service as the Bridges north side tracks, leading to the Sixth Avenue Line, were closed multiple times and these closures severed the connection between the northern and southern portions of the route. On April 13,1986, the B was split into two different services, the northern B service ran via Sixth Avenue, using an orange bullet, between 34th Street-Herald Square and 168th Street, rush hours only. The southern B service ran via the Bridge and BMT Broadway Line, through B service on the Sixth Avenue Line resumed December 11,1988, when the Manhattan Bridges north side tracks reopened. B trains now terminated at 168th Street on middays and evenings to partially replace the discontinued K service. During late nights, the B continued to operate as the West End Shuttle, B service operated to 57th Street during weekends. N service was increased to replace B service to Ditmars Boulevard, on October 29,1989, the IND 63rd Street Line opened, B service was extended along the new line from 57th Street to 21st Street–Queensbridge on weekends. Also on this date, because of N trains running via the Manhattan Bridge, on April 30,1995, the north side of the Manhattan Bridge closed on middays and weekends until the following November. During this time, B trains ran only between Pacific Street and Coney Island–Stillwell Avenue, running local on the BMT West End Line, to let the B terminate there, midday N express trains in Brooklyn ran local for the duration of the closure. On February 22,1998, B service was cut to 57th Street on evenings

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C (New York City Subway service)
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The C Eighth Avenue Local is a 19-mile-long rapid transit service in the B Division of the New York City Subway. Its route emblem, or bullet, is colored vivid blue since it uses the IND Eighth Avenue Line in Manhattan, during late night hours, the A train, which runs express along the entire C route during daytime hours, makes all stops. The C and CC services began operation on July 1,1933 when the IND Concourse Line opened, the Independent Subway System used single letters to refer to express services and double letters to local services. The CC provided local service between Bedford Park Boulevard and Chambers Street/World Trade Center during rush hours, and was extended to 205th Street during non-rush hours, the C ran express, from 205th Street to Bergen Street in Brooklyn during rush hours. Beginning August 19,1933, C service was cut back from Bergen Street, at the same time, CC service was cut back from 205th Street during non-rush hours. On January 1,1936, C service was extended to Jay Street–Borough Hall, on April 9,1937, C service was extended to Hoyt–Schermerhorn Streets. After July 1,1937, a few C trains continued to run to Bergen Street southbound in the AM rush hour, also on the same date, weekend C service was discontinued, and CC service was extended to 205th Street to compensate. Beginning December 15,1940, the D train entered service with the opening of the IND Sixth Avenue Line and it joined the C as the peak direction Concourse Express. CC trains now ran between Hudson Terminal and Bedford Park during rush hours and on Saturdays and during other times, the D made local stops in the Bronx, replacing CC service. On the same date, limited morning rush hour service began between 205th Street, Bronx and Utica Avenue, Brooklyn, making local stops on the IND Fulton Street Line, beginning October 10,1944, C trains no longer ran on Saturdays. On October 24,1949, C express service was discontinued, additional D service was added to offset this loss. The CC, which ran during rush hours, began terminating at Broadway–Lafayette Street Mondays to Fridays. On December 29,1951, CC trains were discontinued on Saturdays, on October 30,1954, CC trains returned to its previous terminal at Hudson Terminal. On August 30,1976, the CC train replaced the E train as the local along Fulton Street and it became the only subway train to run through all four boroughs served by the subway. The Rockaway Park Shuttle service at time was renamed CC, before then. This shuttle was the only non-rush CC service, on May 6,1985, the IND practice of using double letters to indicate local service was discontinued. The CC service was renamed the C, the Rockaway Park Shuttle is renamed H. On December 10,1988, the K train was discontinued, and it ran from Bedford Park Boulevard to Rockaway Park rush hours, 145th Street to Euclid Avenue middays, and from 145th Street to World Trade Center during evenings and weekends

35.
D (New York City Subway service)
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The D Sixth Avenue Express is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or bullet, is colored bright orange since it uses the IND Sixth Avenue Line in Manhattan, the D runs express in Manhattan and makes all stops on the BMT West End Line in Brooklyn at all times. The D also makes all stops in the Bronx except when it runs express in the peak direction during rush hours, the D runs express on Fourth Avenue at all times except nights when it serves all stops. D service began on December 15,1940 when the IND Sixth Avenue Line opened, D service was increased on October 24,1949 in order to offset the loss off CC service. On December 29,1951, peak direction express service in the Bronx was discontinued, on October 30,1954, a connection between the IND South Brooklyn Line and BMT Culver Line opened. D service was rerouted via these two lines to Coney Island – Stillwell Avenue with limited rush hour trains to Church Avenue, between 1957 and 1959, limited rush hour trains ran express and/or local to Euclid Avenue. From December 4 to 27,1962, a special service labeled DD was provided due to a main break. On November 26,1967, the Chrystie Street Connection opened, adding express service on the Sixth Avenue Line, D service was switched over to BMT Brighton Line via this new connector. It became the express service weekdays to Brighton Beach and the local to Stillwell Avenue at other times, in Manhattan, it ran express from West 4th Street to 34th Street rush hours only. It would become the full-time Sixth Avenue Express when non-rush hours B service was extended to 57th Street – Sixth Avenue, at this time, D/Q skip-stop service ran in Brooklyn on weekdays. On December 11,1988, the tracks of the Manhattan Bridge reopened. The D now ran as the full-time Brighton Local to Stillwell Avenue, in May 1995, the north tracks were closed during midday and weekends and D service was cut south of 34th Street-Herald Square. On July 22,2001, it was closed at all times, in Brooklyn, it was replaced by Q local service. After September 11,2001, C service was suspended, on weekends, the D ran local on the Eighth Avenue Line north of 59th Street to fill in the gap in service caused by the suspension. The D was moved to the West End Line instead of returning to the Brighton Line, moving the D to the West End Line meant it could now provide 24-hour service to both the Concourse Line in the Bronx and West End Line in Brooklyn. This eliminated the need to run late-night and/or weekend shuttles on either the West End or Concourse lines, from May 24,2004 to Fall 2004, construction on the IND Concourse Line, required the suspension of D express service in the Bronx. At the time, the D used the IND Culver Line to Coney Island, biz Markies song Pickin Boogers from his debut album Goin Off features the line I was chillin one day/with my partner Kane/headed up to the rooftop/ridin the D train. The opening track on Yoko Onos 2009 album Between My Head And The Sky is titled Waiting For The D Train, the D passes through 72nd Street but never stops there, as it is a local station

36.
E (New York City Subway service)
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The E Eighth Avenue Local is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or bullet, is vivid blue since it uses the IND Eighth Avenue Line in Manhattan, E trains also serve two local stops in eastern Queens on evenings and weekends. Limited rush hour service runs express to and from 179th Street at the end of the Queens Boulevard Line. On August 19,1933, E service officially began, running between Roosevelt Avenue – Jackson Heights and the Hudson Terminal. The E would not yet run express via Queens Boulevard as the IND Crosstown Line did not yet fully open until Brooklyn, on January 1,1936, the IND Sixth Avenue Line opened to East Broadway and the E was extended there. E trains no longer served stations on the Eighth Avenue Line south of West Fourth Street, E service was again extended when the Queens Boulevard Line was extended to Kew Gardens–Union Turnpike on December 31,1936, and then to 169th Street on April 24,1937. E trains began running express between Continental Avenue and Queens Plaza on April 24,1937, on September 12,1938, several weekday rush hour trains began terminating at Jay Street in the morning, and a few entered service at Smith–Ninth Streets in the evening. Between 1939 and 1940, select PM E trains ran to-and-from the Horace Harding Boulevard terminal at the 1939 New York Worlds Fair, on December 15,1940, service on the entire Sixth Avenue Line began. The E was cut back to Broadway–Lafayette Street, south of that station, it was replaced by the F train. On October 24,1949 the E was extended during rush hours to Broadway – East New York running via Fulton Street Local, on December 10,1950, 179th Street opened. E service terminated there, running express between Queens Plaza and 71st Avenue and local from 71st Avenue to 179th Street, the E began running eleven car trains during rush hours on September 8,1953. The extra train car increased the carrying capacity by 4,000 passengers. Then, on October 30,1954, E trains began running to Hudson Terminal during non-rush hours, during non-rush hours, service was provided by shuttle service between Euclid and Rockaway Park or Wavecrest. On September 16,1956, rush hour E service was cut back to Euclid Avenue when Rockaway service was replaced by the A train. The A and E later switched southern terminals again, and on September 8,1958 the E began running to the Rockaways during rush hours, some E trains were extended to Lefferts Boulevard in June of that year due to complaints. In 1963–1964, the E was extended to the Rockaways during rush hours, with some put-ins beginning at Euclid Avenue, on March 23,1970, southbound E trains, during rush hours, began stopping at the lower level of the 42nd Street station. On January 2,1973, the E train became the local in Brooklyn again, finally, on August 27,1976, E service in Brooklyn was eliminated with all trains terminating at World Trade Center. Brooklyn service was replaced by the CC local, on December 11,1988, the IND Archer Avenue Line opened

37.
F (New York City Subway service)
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The F Sixth Avenue Local is a rapid transit service in the B Division of the New York City Subway. Its route bullet is colored bright orange since it uses the IND Sixth Avenue Line in Manhattan, some rush hour trains short turn at Kings Highway due to capacity issues at Stillwell Avenue. F service officially began on December 15,1940 operating between Parsons Boulevard and Church Avenue via the Queens Boulevard, Sixth Avenue, and Culver Lines and it ran express in Queens and local in Manhattan and Brooklyn. During World War II, by January 10,1944, trains were extended to 169th Street during evenings, late nights, and Sunday mornings. Temporarily in 1948, as shown in a map from that year, the D and F service switched, with the F terminating at Second Avenue, on December 11,1950, trains were extended to the newly opened 179th Street on evenings, nights, and Sunday mornings. On May 13,1951, all trains outside of rush hour were extended to 179th Street using the tracks beyond Parsons Boulevard. On October 8,1951, trains were extended to 179th Street at all times, during rush hours F trains skipped 169th Street running via the express tracks. At other times, the F stopped at 169th Street, in 1953, the platforms were lengthened to 660 feet at 75th Avenue and Sutphin Boulevard so that F trains could run eleven car trains. The F began running eleven car trains during rush hours on September 8,1953, the extra train car increased the total carrying capacity by 4,000 passengers. On October 30,1954, the connection between the IND Culver Line and BMT Culver Line opened, with the IND taking over the elevated section, all F service began terminating at Broadway–Lafayette Street with D service entering Brooklyn via the Rutgers Street Tunnel. In addition, all except weekday daytime trains were rerouted via the tracks between Continental Avenue and Parsons Boulevard. On April 29,1956, trains were extended to Second Avenue, beginning on October 6,1957, trains terminated at 34th Street–Herald Square evenings, nights and weekends. On November 10,1958, F service was cut back from Second Avenue, F service replaced it on the IND Culver Line. Beginning on June 16,1969 express service was modified with Kings Highway trains operating as locals along the entire route Bergen Street to Kings Highway, at the same time, all trains were rerouted via the express tracks between Continental Avenue and Parsons Boulevard in Queens. On January 18,1976 F express service between Bergen Street and Church Avenue was discontinued during rush hours in the non-peak direction, on August 30,1976 express service between Bergen Street and Church Avenue was completely discontinued, with all trains making all stops. Rush direction alternate-train express service between Ditmas Avenue and Kings Highway was retained and this was due to budget cuts and continuing complaints about reduced Manhattan service by riders at local stations. Starting on August 27,1977, F was made a local in Queens between Continental Avenue and Queens Plaza, late nights, replacing the GG service, on May 24,1987, N and R services swapped terminals in Queens. As part of the plan, F service terminated at 57th Street / Sixth Avenue during late nights

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G (New York City Subway service)
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The G Crosstown Local is an 11. 4-mile-long rapid transit service in the B Division of the New York City Subway. Its route emblem, or bullet, is colored lime green since it uses the IND Crosstown Line, the G operates at all times between Court Square in Long Island City, Queens and Church Avenue in Kensington, Brooklyn via the IND Crosstown and Culver lines. The original Brooklyn–Queens Crosstown Local service began on August 19,1933 and this service was designated GG because the IND used double letters to indicate local service. Starting on April 24,1937, GG trains were extended to Forest Hills–71st Avenue during rush hours, the entire IND Crosstown Line was completed on July 1,1937, including the connection to the IND Culver Line. GG service ran at all times between Forest Hills–71st Avenue and Church Avenue, soon after, it was cut back to Smith–Ninth Streets. The 1939 Worlds Fair was served by GG trains, some of which were marked as S Special, trains were extended to the Worlds Fair Station at all times during the fair, supplemented by PM hour E trains. The fair closed on October 28,1940, and GG service was truncated back to Forest Hills–71st Avenue, on July 1,1968, service was again extended to Church Avenue during rush hours due to the F train operating as an express on the IND Culver Line. This service pattern ended on August 30,1976, due to cuts and complaints from many customers at local stations on the IND Culver Line wanting direct access to Manhattan. Afterwards the GG was cut back to Smith–Ninth Streets, on August 27,1977, GG service was cut back to Queens Plaza during late nights, being replaced by the F. Beginning on May 6,1985, use of letters to indicate local service was discontinued. On May 24,1987, the N and R services switched terminals in Queens, as part of the reroute plan, Queens Plaza became the northern terminal for the G train on evenings, weekends and late nights. Beginning on September 30,1990, G service was extended to 179th Street during late nights to replace the F, which terminated at 21st Street–Queensbridge. Beginning on August 31,1997, late night service was cut back from 179th Street to Court Square as a result of the F running local east of Queens Plaza. On December 16,2001, the 63rd Street Connector opened, service along the IND Queens Boulevard Line was replaced by the new V train. G service was extended to Forest Hills–71st Avenue all other times, on July 5,2009, the G was once again extended south at all times to Church Avenue. On July 19,2012, this became permanent, as per an MTA announcement. Due to the MTA financial crisis, the G was to be cut back from Forest Hills–71st Avenue to Court Square at all times beginning June 27,2010. However, due to planned track repairs during the times the G normally ran on the IND Queens Boulevard Line, in addition, train headways were reduced, which inconvenienced about 201,000 weekly commuters

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J/Z (New York City Subway service)
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The J Nassau Street Local/Express and Z Nassau Street Express are two rapid transit services in the B Division of the New York City Subway. Their route emblems, or bullets, are colored terra cotta brown since they use the BMT Nassau Street Line in Lower Manhattan, on weekdays, trains run express in each peak direction in Brooklyn between Myrtle Avenue and Marcy Avenue, bypassing three stations. During rush hours also in the direction, the J and Z form a skip-stop pair between Sutphin Boulevard–Archer Avenue–JFK Airport and Myrtle Avenue. At all other times, the J serves every station on its entire route, the Jamaica Line – then known as the Broadway Elevated – was one of the original elevated lines in Brooklyn, completed in 1893 from Cypress Hills west to Broadway Ferry in Williamsburg. It was then a line, with a single local service between the two ends, and a second east of Gates Avenue, where the Lexington Avenue Elevated merged. This second service later became the 12, and was eliminated on October 13,1950 with the abandonment of the Lexington Avenue el, the Brooklyn–Manhattan Transit Corporation numbered its services in 1924, and the Canarsie and Jamaica services became 14 and 15. Both ran express during rush hours in the direction west of East New York. Express trains would stop at Myrtle Avenue, Essex Street and Canal Street. Additional 14 trains, between Eastern Parkway or Atlantic Avenue on the Canarsie Line and Manhattan provided rush-hour local service on Broadway, the Atlantic Avenue trips remained, and rush-hour trains continued to serve Rockaway Parkway, though they did not use the Broadway express tracks. The 14 was later cut back to only rush-hour service, on the Manhattan end, the first extension was made on September 16,1908, when the Williamsburg Bridge subway tracks opened. Broadway and Canarsie trains were extended to the new Essex Street terminal, when the BMT Nassau Street Line was completed on May 30,1931, the 15 was extended to Broad Street, and the 14 was truncated to Canal Street. Some 14 trains began terminating at Crescent Street on the Jamaica Line in 1956, manhattan–bound rush hour skip-stop service between Jamaica and East New York was implemented on June 18,1959, with trains leaving 168th Street on weekdays between 7 AM and 8,30 AM. Express 15 trains served A stations, while the morning 14 became the Jamaica Local, Express 15 trains continued to run express between Eastern Parkway and Canal Street, making only stops at Myrtle Avenue, Essex Street, and Canal Street. The BMT Jamaica services retained their numbers until November 1967, the 15 became the QJ, and the 14 became the JJ. When the Chrystie Street Connection opened on November 26,1967, the two local services - the JJ and KK - were combined as the JJ, but without any major routing changes. This was an extension of a former rush-hour RR service, and thus ran towards Jamaica in the morning, the next change was made on July 1,1968, when the Chrystie Street Connection tracks to the Williamsburg Bridge opened. The MM was an alternative to the KK as a local to 57th Street/6th Avenue. The RJ was eliminated, being cut back to an RR variant, less than two months later, on August 18, the QJ was extended to Coney Island–Stillwell Avenue

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L (New York City Subway service)
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The L operates between Eighth Avenue in Chelsea, Manhattan, and Rockaway Parkway in Canarsie, Brooklyn. It also briefly enters Queens at Halsey Street, serving the neighborhood of Ridgewood and it is the first New York City Subway service to be automated using communications-based train control. The L, being a local train, was given the LL designation when letters were assigned to the BMT division. From 1928 to 1967, the service was assigned the BMT number 16. In 1924, part of the eventual 14th Street–Canarsie Line opened, called the 14th Street–Eastern District Line and this was extended east, and in 1928 it was joined to the existing BMT Canarsie Line east of Broadway Junction. The Eighth Avenue Terminal was originally built in IND style and has restored to BMT style like Fulton Street. During rush hours, express service ran nonstop between Lorimer Street and Myrtle–Wyckoff Avenues, starting on September 23,1936, express trains ran to Lefferts Boulevard via the connection with the Fulton Street Elevated at Atlantic Avenue. This connection was severed on April 30,1956, then the service ran to Canarsie–Rockaway Parkway again, the R27 to R38s roll signs had both L and LL for express and local service, even though the express never ran thereafter. On November 26,1967, with the opening of the Chrystie Street Connection, the BMT Eastern District lines were given letters, when double letters were dropped on May 5,1985, the LL became the L, and it still has that designation. When the 14th Street–Eastern Line was connected in 1928, this was renamed the Broadway Line, in 1967, the 14 Canarsie service was given the label JJ. Canarsie service to Lower Manhattan was discontinued in 1968, ridership on the L has increased dramatically since 2000, since many neighborhoods along the route have experienced gentrification. The Metropolitan Transportation Authoritys $443 million fleet of cars on the L was introduced in 2002. The Transit Authority had projected that 212 Kawasaki-made R143 subway cars would be enough to accommodate demands for years to come. Sixty-four new R160A cars made by Alstom have been equipped to run on the L, in 2008, L service was increased and some AM rush hour short turns to Myrtle–Wyckoff Avenues were added. This was completed in April 2012, however, the MTAs successful implementation of countdown clocks on the L has been the first in the system. The L uses the lines with the same service pattern at all times. For a more detailed listing, see BMT Canarsie Line. MTA NYC Transit – L 14th Street – Canarsie Local L Subway Timetable, Effective November 7,2016

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M (New York City Subway service)
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The M Sixth Avenue Local is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or bullet, is colored bright orange since it uses the IND Sixth Avenue Line in Manhattan and this makes the M the only service that travels through the same borough via two different, unconnected lines. The M short turns at Essex Street in the Lower East Side of Manhattan on weekends, the M is the only non-shuttle service that has both of its full-run terminals in the same borough. The 71st Avenue and Metropolitan Avenue termini of the M route are 2.47 miles apart, until 1914, the only service on the Myrtle Avenue Line east of Grand Avenue was a local service between Park Row and Middle Village. The number 10 was assigned to the service in 1924, Marcy Avenue was originally a local stop, but beginning on February 23,1960 all trains stopped there. M was assigned to the service in the early 1960s, with a single letter because it was an express service, to augment QJ service to Broad Street, the M was extended two stations, from Chambers Street to Broad Street. By this time, the off-hour SS shuttle had been renamed as part of the M, the local K was eliminated on August 27,1976, and the M express service between Myrtle Avenue and Marcy Avenue ended in order to provide adequate service in Williamsburg, Brooklyn. Reconstruction of the Brighton Line began on April 26,1986, in 1987, the route was changed to split from Fourth Avenue at 36th Street, running along the BMT West End Line to Ninth Avenue during middays, with an extension to Bay Parkway during rush hours. This service duplicated a pattern that had last been operated as the TT until late 1967, M service along Fourth Avenue was switched to the local tracks in 1994, switching with the N, which had run local since the M was moved in 1987. The midday M was truncated to Chambers Street in April 1995 from Ninth Avenue in Brooklyn, from April 1997 to August 1997, during late nights and weekends, the M terminated at Essex Street due to reconstruction of Myrtle Avenue. From May 1 to September 1,1999, the Williamsburg Bridge was closed for reconstruction, M service was split in two sections because of the reconstruction of the Williamsburg Bridge subway tracks. One service ran at all times between Middle Village–Metropolitan Avenue and Marcy Avenue, the other ran rush hours only between Bay Parkway and Chambers Street. A shuttle provided service on the BMT Nassau Street Line, fares on the B39 bus crossing the Williamsburg Bridge was eliminated and free subway-bus transfers were given at Marcy Avenue and at Delancey Street. The closure was anticipated to last until October 1999, but subway service was restored one month ahead of schedule, the project cost $130 million, including replacing the tracks support structure, signal systems and other equipment. This change preserved service between the West End Line and Chinatown for passengers that would have taken the B to Grand Street, when full Manhattan Bridge service was restored, midday M service was cut back to Chambers Street. The September 11,2001 attacks caused a reduction of the M to a full-time shuttle until September 17. Then it was extended full-time over the BMT Sea Beach Line to Stillwell Avenue, replacing the N, on July 27,2008, weekday evening trains were extended to Broad Street. This, as well as all proposals, were no longer considered after Albany lawmakers offered financial support to the MTA in May 2009

The Abermule train collision was a head-on collision which occurred at Abermule, Montgomeryshire, Wales on 26 January …

Abermule station in 1953, looking north-east towards Welshpool. There are few changes since 1921. The station buildings are on the up platform to the left, the signal box on the down platform to the right.

The section of the Cambrian Railways adjacent to Abermule Station, where the accident occurred